Railroad intersection.



E. S. COBB.

RAILROAD INTERSECTION.

APPLICATION man MAR. a. 1917.

Patented Feb. 26, 1918.

2 SHEETS-SHEET I.

Patented Feb. 26, 1918.

2 SHEETS SHEETZ.

E. .S. COBB.

RAILROAD INTERSECTION. APPLICATION man MAR. 6. 1911.

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EDWARD S. COBB, 0F WHI'ITIER, CALI FQRNIA, ASSIG'NOR, BY IVIESNE ASSIGNMENTS, TO COBB SHOCKLESS CROSSING CORIPORATION', OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

RAILROAD INTERSECTIGN.

Specification of Letters Patent.

Patented Feb. 26, 1918.

Application filed'lliarch 6 1917. Serial No. 152,522.

To all whom it may concern Be it known that I, EDWARD S. Gone, a citizen of the United. States, residing at Whittier, in the county of Los Angeles, State of California, have invented new and useful Improvements in Railroad Intersections, of which the following is a. specification. a

This invention relates to railroad intersections and the like; and relates to railroad intersections in which there is an intersection mechanism adapted to make a clear and continuous passage for one track or the other across the intersection; and this invention comprises the provision of an eiiicient, durable and simple intersection mechanism; and, furthermore, one in which certain pro visions may be made, and are made, for transforming such an intersection into an ordinary intersection or crossing.

Intersection mechanisms of the general character herein described are usually actuated and controlled ina block system or by means automatically actuated and controlled by approaching trains; and there is always liability of disorder in such controlling and actuating mechanism. It is one of the objects of-this invention to provide means for temporarily transforming such an intersection mechanism into what is, to all intents and purposes, an ordinary intersection or crossing. Such means is broadly applicable to intersection mechanisms of various characters. In an application S. N. 152,523, filed March 6. 1917, railroad intersections, copending herewith I have described my general invention relating to such transforming means, and have also described the par ticular application of my invention to a particular form of intersection mechanism; and in this application, and in the following specification, I describe and claim a particular form of intersection mechanism and the application of my transforming means thereto-or, more strictly speaking, its in clusion therein. In said co-pending application I have specifically described a form of intersection mechanism which embodies, in its preferred form, vertically movable rail portions which extend integrally between the individual rail intersection; there being means to alternately raise and lower the pairs of vertically movable rail portions. Means are then provided for supthe ends of the vertically movable rails, the

removal of the blocks making open spaces for the passage of flanged wheels on both intersecting tracks. Now, inthe following specification I specifically describe my invention as embodied in another form of crossing mechanism. In this crossing mech anism 1 employ vertically movable members in the form of plugs adapted to be moved up and down to fill the flange passage spaces in the rails. In the normal operation of the mechanism, one set of plugs is in its upper position, while the other set of plugs is in its lowered position; and provision is further made, contained within the intersection mechanism itself, whereby there is a particular position in which the mechanism may be set when all of the plugs will be lowered sufliciently to allow passage of flanged wheels over both tracks. It may be said that there is this specific difference between the mechanism of my co-pending application and the mechanism described here in: That in the first mentioned mechanism the means for making the crossing an ordinary crossing may be said to be added to the intersection mechanism as an adjunct; whereas, in the present case, the means for making the crossing an ordinary crossing may be said tobe a part of the intersection mechanism itself.

In the following specification I describe a preferred form of intersection device em bodying my present invention; and, for the purposes of this specification, I illustrate said preferred form in. the accompanying drawings. In these drawings Figure 1 is a plan showing my improved intersection mechanism, parts being broken awa for purposesof illustration; Fig. 2 is a cross section. taken as indicated by line 2-2 on Fig. l the rails being omitted for clarity of illustration; Fig. 3 is a detail section taken as indicated by line 33 on Fig. 1; Fig. 4 is a similar section showing the plugs in their position to pass flanged wheels on both tracks; Fig. 5 is a detail section taken as indicated by line 55 on Fig. 1; Fig. 6 is a detail plan showing the box which holds and guides the vertically movable plugs; Fig. 7 is an enlarged plan of one rail intersection showing the arrangements of the v plugs; and Fig. 8 is a plan section ofthe 7 same taken beneath the heads of the rails.

In the drawings I show a suitable box structure 10 which forms the base and frame upon and in which the intersection mecha- A and B across the intersection; but these rails A a'ndB do not extend up to the individual rail intersections, their ends being spaced from the ends of main rails A and B so as to leave spaces in which the plugs 20 and 21 may move vertically. F ig.

7 shows the arrangement of the plugs most clearlys It will be noted that the main rails A and B have, at their juncture, transverse vertical bearing faces 22 and diagonal bearing faces'23; against which bearing faces the plugs 20 and 21 bear with similarly arranged surfaces. The plugs 20 and 21 also have similar diagonal end surfaces 23 which bear against each other. At the back ends of the plugs, the rails A and B have transverse vertical surfaces 24: and diagonal ver- 7 tical surfaces 25 at each side; and the back ends of the plugs 20 and 21 are shaped to fit these surfaces. As a result of the peculiar configurationsillustrated, it will be seen that each of the plugs is interlocked between the rails A and B and between the rails A and B, and that these plugs are also interlocked between themselves. The plugs being thus interlocked against horizontal displacement, they cannot be displaced by lateral pressure of the flanges of wheels passing over the rails. The arrangement is such that the plugsfit more or less tightly into place, so as to makesnug and close fit with the adjoining rails, and so as to leave no openings or gaps of any kind, but to provide a perfectly smooth and continuous surface for the passage of wheels. Each of the rails A, B, A and B has filler blocks as shown at and 61; and it is the function of these blocks to provide downward continuations of the plug bearing surfaces 22, 23, 24: and 25, so that the plugswill always be held by engagement with said surfaceseven when in their lowermost positions. 7

Each plug is mounted upon a plug base 30.. These plug bases 30 are preferably 1 square or rectangular in horizontal section and each pluglias a cylindrical shank 31 extending down through the plug base; and

. the lower end of the shank may be set with a pin 32 or with a ring of welded or brazed metal as shown at 33. By mounting the plugs upon the cylindrical shanks 31, the plugs may be accurately adjusted in their their lowermost positions and the plugs 21 proper angular relation and then permanently set upon the bases 30 by permanently setting the lower ends of the shanks 31 in the plug bases. These plug bases have their lower ends concaved, as shown at 31, to ride upon the cams 35 and 3G. Cams 35 and 36 are mounted upon short shafts 37 supported in bearing blocks 38. The plug bases 30 are mounted in pairs in the guide boxes 40, these guide boxes having vertically extending rec- 7a tangular openings 41 in which two plug bases are held and guided; the plug bases, and also the plugs 20 and 21 hearing directly against each other. The cams 35 and 36 are of such shape and are so set on the shafts 37, that, when the shafts are in one certain position the plugs 20 will be raised while the plugs 21 will be lowered. For instance, in the drawings the plugs 20 are all shown in in their uppermost positions; excepting that in Fig. 4 the plugs 20 and 21 are shown in mid positions at equal heights. The rotation of shafts 37 is only through an angle somewhat greater than a right angle. This may be clearly seen by reference to Fig. 2. Cam 36 in Fig. 2 is shown in an upright position; in order to lower the plug 21 and raise the plug 20, it is only necessary to rotate the shaft 37 in the direction indicated until the cam 35 stands in an upright position.. The plug 21 will then be fully lowered and the plug 20 will be fully raised. In a position midway these two terminal positions, it will be seen that both of the plugs 20 and 21 will stand in mid-position; and this mid-position is suiiiciently low to afford room for passage of a wheel flange over the plugs. In other words, if the shafts 37, with their cams 35 and 36, are put into mid-position, then all of the plugs 21 and 22 will stand below the upper surfaces of the rails a sufficient distance to allow the free passage of flanged wheels over both tracks. The lowermost position of each plug is lower 110 than necessary to pass the flanged wheel.

I may utilize any efiicient mechanism for cooperatively moving the several shafts 37 nd for. thus causing cooperative movement of the several plugs 20 and 21. For in- 11s stance, on the cams (35 or 36, depending upon their relative positions, as will be seen by reference to Fig. 1) I make extensions 50 carrying ball and socket joints 51 connecting to rods 52. At their other ends 120 the rods 52 connect by ball and socket joints 53 to a wheel or gear 54 mounted upon vertical shaft 55. This wheel or gear may be actuated through an appropriate angle of movement by any suitable mechanism and 125 from any suitable source of power. It will be seen that rotation of the wheel 54 in the direction indicated in Fig. 1 will throw the shafts 37 around in the directions indicated in Fig. 2, having the effect, in each case, of 130 meters throwing the cams 35 to an upright position, and throwing the cams 36 down, so as to. raise the plugs 20' and lower the plugs 21. Now, if wheel 54 is put into an intermediate position, then the cams will, in each instance, be put into an intermediate position, and the plugs will be thrown to their positions shown particularly in Fig. 4;. In this condition of the mechanism it will be seen that there is then a flange passage space at each individual rail intersection on the inside face of each rail; and this allows the passage of flanged wheels over both tracks in the ordinary manner. Should any part of the actuating mechanism become disabled, the intersection mechanism may be thrown to this mid-position, and the crossing may then be used as an ordinary crossing until the disability is cured. In its ordinary and normal operation, it will be seen that the mechanism moves the plugs 20 and 21 to completely fill the flange spaces, and to form true and smooth continuations on either one track or the other at the individual rail intersections. As hereinbefore pointed out, each of the plugs is easily locked into place so as to be immovable un der transverse pressure; and the plugs fit with sufficient snugness to leave no open space between them and the rails. This is important in view of the fact that any such open space will start a pounding of the wheels which will eventually develop a depression. It is also to be noted that when the plugs are in their uppermost positions, then they are solidly supported by their cams. The lower ends of the plug bases 30 are shaped to fit the end faces of the cams, so as to have a good and broad bearing surface upon the cams, and these end faces of the cams are concentric with relation to the center of the shafts 37; so that any slight variation in the amount of movement of the shafts 87 will not change the vertical positions of the plugs 20 and 21. When the plugs are fully raised, then the upper ends of the plug bases 30 bear against downwardly facing shoulders 55 at the ends of the rails. This is particularly shown in Figs. 3, a and 5. The plugs 20 and 21 therefore cannot move any farther upwardly; in fact they are then locked in position against downward or upward vertical movement, as well as against lateral movement as hereinbefore described.

I have now described, with some particu larity and detail, this preferred form of intersection mechanism; but I do not consider my invention to be limited to this particular and specific form and these specific details, but to be of a broader scope as delineated in the following claims.

Having described a preferred form ofmy invention, I claim:

1. In a railroad intersection, the combination of a pair of intersecting tracks the rails of which each have an open space at each of the individual rail intersections, vertically movable plugs in said open spaces, mean to support and move said plugs embodyingacam beneath each plug adapted by rotation to move its plug between upper and lower positions, and means for cooperatlvely moving said cams so as to cause the plugs for the rails of one track to be in upper position when the plugs for the rails of the othertrack are in lower position, and said cams being so shaped that in one position all the plugs are lowered to open the spaces in all the rails.

2. In a railroad intersection, in combina tion with a pair of intersecting rails each having an open space adjacent the other for passage of flanged wheels, vertically mova ble plugs in said spaces, a cam shaft below the plugs, a pair of cams on the shaft one beneath and supporting each plug, the cams being so shaped and so set on the shaft that when the shaft is in one position one of the plugs is fully raised, when in another position the other of the plugs is fully raised, and when in an intermediate position both plugs are lowered to simultaneously open both rail spaces.

3. In a railroad intersection, in combination with a pair of intersecting rails each having an open space adjacent the other for passage of flanged wheels, vertically movable plugs'in said spaces, a cam shaft below the plugs, a pair of cams on said shaft one beneath and supporting each plug, said cams being duplicates of each other but arranged oppositely with respect to the rotation of the shaft, each cam having a part adapted to support its plug in upper position, a part adapted to support its plug in lower position, and an intermediate part adapted to support its plug in mid-position, and the cams being set in such relation on the shaft that the said intermediate parts come simultaneously into supporting relation to the plugs.

4:. In a railroad intersection, in combination with a pair of intersecting rails each having an open space adjacent the other for passage of flanged wheels, means to flll each of said open spaces embodying a vertically movable plug interlocked with and between the rail at both sides of the open space.

5. In a railroad intersection, in combination with a pair of intersecting rails each having an open space adjacent the other for passage of flanged wheels, means to fill said open spaces embodying vertically movable plugs interlocked with the rails at both sides of the open space and with and between each other.

6. In a railroad intersection, in combination with a pair of intersecting rails each having an open space adjacent the other for passage of flanged wheels, means to ,fill said EDWARD S. COBB. Witnesses ELwoon H. BARKELEW, JAMES T. BARKELEW.

open spacesemboclying vertically movable plugs interlocked with and between the rails at both sides of the open space and with each other, and having vertical diagonal bearing faces on which the plugs bear against each other.

Copies oi this patent may be obtained for five cents each, by addressing the "Commissioner of Patents,

Washington, D. C. 

